Electric igniting system for vapor-engines.



No. 780,555. PATENTED JAN. 24, 1905.

'A. E. DOMANH ELECTRIC IGNITING SYSTEM FOR VAPOR ENGINES.

APPLICATION FILED JULY 7,1902.

WITNESSES: N TOR:

04 TTORNE YS.

UNITED STATES Patented January 24, 1905.

PATENT OEEIcE.

ALBERT E. DOIWIAN, OF ELBRIDGE, NEWV YORK, ASSIGNOR TO THE EL- BRIDGE ELECTRICAL MANUFACTURING COMPANY, OF ELBRIDCE, NEWV YORK, A CORPORATION OF NEW YORK.

ELECTRIC IGNITING SYSTEM FOR VAPOR-ENGINES.

SPECIFICATION forming part of Letters Patent NO. 780,555, dated January 24, 1905.

Application filed July 7, 1902. Serial No. 114,608.

To all who/7'2, it may concern/.-

Be it known that I, ALBERT E. DOMAN, of Elhridge, in the county of Onondaga, in the State of New York, have invented new and useful Improvements in Electric Igniting Systems for Vapor-Engines, of which the following, taken in connection with the accompanying drawings, is a full, clear, and exact description.

This invention relates to an electric igniting system for vapor-engines.

The object of my invention is to provide means for regulating or controlling either the voltage or amperage, or both voltage and amperage, of an electric current, and particularly as used in connection with the igniting system of vapor-engines irrespective of the speed of the dynamo beyond that which is necessary to maintain a predetermined or normal voltage such, for instance, as would be required to properly ignite the explosive mixture of a vapor-engine.

It is commonly known to those skilled in the art and use of vapor-engines in which the electric current of a dynamo driven by the engine either directly or indirectly is employed as an igniting medium for the explosive mixture that the speed of the driving member varies considerably and that the excessive speed of this driving member beyond normal requirements causes a corresponding increase of speed of the dynamo, which results in an increased electric current. This excessive current is objectionable for several reasons, the more important of which are the overheating and consequent burning out of the parts of the dynamo, the burning away of the electrodes or sparking terminals in the explosion-chamber of the engine, and the destruction of other apparatus which may be connected in the circuit or operated by the dyname.

My invention is designed to obviate these objectionable results. It is apparent that owing to the fact that the total power developed by the usual vapor-engine is sometimes small the percentage of such power used in the operation of an igniting system must also be small, and therefore its working parts must be simple, compact, and extremely efficient in the use of mechanical and electric energy to give satisfactory results, and the apparatus employed should be perfectly operative in any position.

To this end the invention consists in the combination, construction, and arrangement of the parts of an electric igniting system for vapor-engines, as hereinafter fully described, and pointed out in the claims.

Referring to the drawings, Figure 1 is a diagrammatic view of an electricigniting system for vapor-engines, including my preferred form of current-controller. 2 is an enlarged sectional view of the detached controller shown diagrammatically in Fig. 1. Figs. 3 and 4; are diagrammatic views of slightly-modified forms of the system seen in Fig. 1.

Similar reference characters indicate corresponding parts in all the views.

As seen in Fig. 1 of the drawings, I have shown diagrammatically a source of electric energy as a compound-Wound dynamo 1, having a shunt field-winding 2 and a series lieldwinding 2', a spark-coil 3, and sparking terminals 4, all of which are parts of my improved electric system for igniting the explosive mixture of a vapor-engine, (not shown,) in which system it is desired to control or regulate the current irrespective of the speed of the engine or dynamo in excess of normal requirements.

The peculiar winding of the dynamo is best illustrated diagrammatically in Fig. 4E. The shunt-winding 2 may be of any desired gage of wire, but preferably consists of a large number of convolutions of comparatively fine wire. The series winding 2 consists of a coil of comparatively coarse wire, and its resistance approximately equals the quotient obtained by dividing the voltage at the brushes by the maximum current in amperes which it is desired to generate by the dynamo, and its magnetic effect is sui'licient to counteract the drop in the voltage of the armature caused by an increased current and to make up for the mag netic effect of the shunt-coil 2 when it is not short-circuited,

In my system I employ a portion of the energy necessary to energize the field-magnets of the dynamo to act also for producing the spark in the following manner: Assuming that both the regulator and spark-coil are connected as seen in Fig. 1, then when the switch, as (1 is closed, as shown, and the terminals 1 are in contact a circuit is established from the positive brush to the coil 2 through the wire 3, terminals 4%, and negative brush and that when this circuit is complete very little current will flow through the shunt-coil 2, as it is short-eircuited by the circuit just described; but before short-circuiting a small current(small because of the high resistance of the coil 2) would flow in coil 2 from the positive brush coil 2, and wire 2 to the negative brush the function of which is to keep the voltage at the brushes sufliciently high, or rather to keep the field built up when the terminals 1 are not in contact. \Vhen the contacts 4 separate, the energy stored in the poles of the winding 2 causes an induced or increased voltage to be generated in said winding 2, which is transmitted to the working circuit and contacts a and produces an increased spark, which is the result sought. Two particular advantages arise from this arrangement, one being that nearly all the electrical energy that must otherwise be generated by the dynamo to energize the spark-coil, as usually employed, is saved for the reason that 1 make use of nearly all the energy generated within the dynamo itself to compensate the necessary and unavoidable losses within it, and it will therefore be seen that the coil 2, its core, and the current flowing in the coil 2 when the terminals 41 are in contact serve the double purpose of providing a portion of the dynamos iield magnetism and also acting as an inductive resistance that serves as a spark-coil. Another advantage that the voltage at the brushes is held at the normal value as before short-circuiting at the terminals 41.

The dynamo as described without external means for regulating will give perfect satisfaction so long as the driving power is maintained at constant speed; but, as stated, great variations of speed sometimes exist and are frequently unavoidable, and 1 therefore make use of a current-controller as a part of the system. This controller or regulator, Figs. 1 and 2, comprises an electromagnet5, having a movable core 6, an armature 7 fixed to the core, aguide or holder 8, having an adjustingscrew 9, and carbon contact-pieces 10 and 11, of conductingmaterial, mounted, respectively, on the armature 7 and holder 8 and normally held in electrical contact with each other by the screw 9 and a suitable spring 12. The magnet5 and its armature 7 are adjusted relaonly a slight gap or air-space between their adjacent faces, the magnet 5 being of the ironclad type in order to exert a very strong pull upon its armature when energized. This magnet 5 preferably consists of a shell 18 and one or more windings or coils 14c and 15, the magnet 5 being provided with a core-opening 16, extending therethrough, and an annular recess 17 extending inwardly from one of its end faces to receive the windings 14L and 15. The coils 1a and 15 are preferably mounted upon aspool 18, of insulating material, inserted into the recess 17, the inner coil consisting of a large number of convolutions of fine wire wound directly upon the spool and connected by wires 19 and 20 to the opposite ends of the coil 2 or other portion of the system where it may be necessary to control the voltage, and the coil 15 consists of a smaller number of convolutions of coarser wire encircling the former coil and wound so as to harmonize with the magnetic effect of the coil lei. This latter coil 15, of coarse wire, is connectedin series with the dynamo 1, spark-coil 3, and sparking terminals 4:, the current passing from one pole of the dynamo through the coil 2, wire 21, core 6, contact-pieces 10 and 11, wires 22 and 23, terminals &, (when in contact,) sparkcoil 3, when used, and wire 2a. coil 15, and wire 25, to the other pole of the dynamo.

I preferably mount the magnet 5 and holder 8 in a suitable frame 25 of conducting material, said frame having its opposite ends provided with suitable openings 26 and 27, the opening 26 receiving the holder 8, which is insulated therefrom by an insulating-bushing 29, and the opening 27 receives and guides one end of the core 6. This core (5 is preferably formed of iron and is movable endwise in the core-opening of the magnet 5, one end being provided with a socket for receiving one of the contactpicces, as 11, and its other end extends through and beyond the magnet and is guided in the opening 27, a portion of the core being threaded to receive adjustingnuts 28 and is encircled by the coil-spring .12, having one end abutting against the adjacent end of the frame and its other end bearing against the adjacent nut 25 to force the core endwise toward the screw-stop 9, and thereby normally press the members 10 and 11 in close contact with each other, the adj Listing-nuts 28 serving to vary the tension of the spring and the screw 9 serving to regulate the space between the arniature and its magnet. These contact-pieces 10 and 11 are usually formed of carbon, are electrically connected, so as to be in series with the shunt-winding 2 and series coil 2 in such way that any current passing through either coil 2 and 2 must pass through the contact-pieces 10 and 11, the circuits being from the dynamo 1 through coil 2, wire 21, core (5, contact-pieces 10 and 11, holder 8, wires 22 and terminals 4: when in contact,

tively to each other, so as to normally leave i coil 3, (if used,) wire 2%, coil 15, and wire 25 back to the dynamo 1, the other circuit being the same as above to the holder 8, then by wire 26 to coil 2 and to the other brush. It will be understood that the electrical resistance of varying pressure on certain substances, as the carbon pieces 10 and 11, varies inversely with the pressure exerted, and it is therefore apparent that any variation of pressure of the contact-pieces 10 and 11, one against the other, causes a variation of current in the circuits just described. Then the terminals 4 are not in contact and such variation of current is in the form of an increase due to the increased speed of the dynamo, then the increased magnetic effect of the windings 2 and 2 tends to increase the voltage of the dynamo, while a diminished current in said windings would produce the opposite result. It is therefore apparent that the voltage of the current in the system is regulated automatically by causing an automatic variation in the resistance between the parts 10 and 11 by varying the eifective force of the spring 12, acting to press said parts 10 and 11 firmly together. This variation in pressure, and therefore resistance between the contactpieces 10 and 11, is caused by a variation of current in the magnet 5, and this latter variation of current is caused by the variation in the voltage of the dynamo 1. Therefore when the dynamo is running at a high speed the material increase of its voltage is prevented by the resistance automatically introduced at the current between the parts 10 and 11 in the shunt-circuit 2 and 2, and when the dynamo is running at any intermediate speed the voltage will remain normal by the variation in the degree of pressure between the contact-pieces 10 and 11, as necessary to counteract any variation of speed or voltage. If the spring 12 is correctly adjusted, the contact-pieces 10 and 11 will be pressed together witha pressure somewhat in excess of that required to reduce the ohmic resistance of the contact between the carbons to its lowest possible value until after the voltage of the dynamo has nearly reached the desired normal or slightly above the normal point. When such normal voltage has been reached, the attraction of the magnet 5 upon its armature will counteract the pressure of the spring 12 sufficient to increase the resistance between the contacts 10 and 11, and any variation in the voltage above a desirable value will therefore produce a corresponding variation in the resistance between the contacts 10 and 11.

It has been previously stated that the coil 15 of coarser wire of the magnet 5 is wound and connected to harmonize with the magnetic effect of the coil 14, the purpose of this being that at such times as the current is used in the igniting-circuit by way'of the terminals 4: the effect of the coil 15 will be to reduce the current in the igniting-circuit, being also in series with the contacts 10 and 11 at such times as the current in said circuit is above normal. This arrangement is desirable for the reason that when no current flows in the igniting-circuit the voltage will be held normal by the controlling influence of the coil 14: around the coil 2; but when the terminals 4 are in contact, establishing what may be termed a by-pass circuit to the coil 2, the current in the coil 2 will be reduced, (and consequently the voltage at the ends of the coil 2,) reducing also the counteracting eflect of the coil 1a on the spring 12, which in the case of high speed would permit an abnormally large current to flow in the igniting-circuit; but as the current of the igniting-circuit affects the magnet 5 in its coil 15 it adds to the effect of the coil 14: sufficient to keep the current at normal.

Although I have shown and described a specific form of winding for the magnet 5, in which two coils 14c and 15 are employed, it is evident that a single winding may be used with good results as, for instance, the series Winding may be dispensed with and suitable number of convolutions given to the shuntwinding to produce the required magnetic pull on the armature under the variable speed conditions of the dynamo, as previously described. In Fig. 3 I have shown such a modified form of my invention in which the magnet 5 is provided with a single winding of comparatively line wire connected directly to the brushes, but may be connected to any other points in the system between which it may be desirable to regulate the voltage, the controller in this case being connected in series with the coils 2 and 2, and when the terminals 4 are in con tact they are also in series with that circuit. In Fig. i I have shown another modification in which the resistance-controlling contacts are in series with the working circuit by way of the terminals 4.

Having thus described my invention, what I claim, and desire to secure by Letters Patent, is

1. In combination with the sparking terminals ofagas-engine, adynamo and its working circuit in which said terminals are connected, a variable-resistance device and electromagnetic operating means therefor, both connected in series in the working circuit.

2. In combination with the sparking terminals of a gas-engine, a dynamo and its working circuit in which said terminals are connected, a variable-resistance device, and a shunt fieldwinding for the dynamo in circuit with the variable-resistance device.

3. The combination with make-and-break contact-terminals of a gas-engine, of a compound-wound dynamo and its working circuit in which the make-and-break terminals are connected, avariable resistance in the working circuit and also in circuit with the shunt fieldwinding, and electric means excited by the current in the working circuit controlling the variable resistance.

4. In an electric igniting system for vaporengines, the combination with a compoundwound dynamo and its working circuit including the series winding of the dynamo, and a spark-coil and make-and-break contact-terminals in the working circuit for the purpose described.

5. In an electric igniting system for vaporengines, in combination with a compoundwound dynamo and a Working circuit including one of the windings of the dynamo and make-and-break contact sparking terminals, of a current-controller connected in the working circuit for the purpose described.

6. In an electric igniting system for vaporengines, in combination with a compoundwound dynamo, of make-and-break contact sparking terminals and a current-controller connected in series with the series winding of the dynamo for the purpose specified.

7. In combination with a compound-wound dynamo having aseries field-winding,of sparking terminals in series with the series winding, and an electric current-controller connected in series with said winding between the terminals and dynamo.

8. In an electric igniting system for vaporengines, the combination with a compoundwound dynamohaving a series field-winding, sparking terminals of a vapor-engine in series with said winding, and an automatic electric ally-operated current-controller in series with and between the winding and terminals.

9. In an electric igniting system for vaporengines, the combination of a compoundwound dynamo and its working circuit including the series field-winding of the dynamo, contacting pieces of conducting material and an electromagnet in the working circuit to vary the pressure of contact between said pieces.

10. In an electric igniting system for vaporengines, the combination of a dynamo having series and shunt field-windings, an electromagnet having separate windings, one connected in series with the series winding and the other in shunt with the shuntwinding, contactpieces of conducting material in series with the said windings, means to press said pieces together, an armature for the electromagnet operating to reduce the pressure of said pieces one against the other, and sparking terminals also in series with the series winding.

11. In combination with a dynamo, an electric current, a spark-coil and sparking terminals connected in the circuit, an electromagnet having a coil primarily excited by the dynamo-current, a second coil in series with the working circuit and wound to harmonize with the magnetic effect of the former coil, and means actuated by the magnet to control the voltage in portions of the working circuit.

12. In combination with an electric working circuit, a variable-resistance device connected to control the current voltage in parts of the circuit, and an electromagnet having two coils wound and connected to harmonize each other in their magnetic efl'ects, one coil being connected in the circuit at points opposite or nearly opposite the part oi the circuit in which the voltage is to be controlled and the other coil being connected to receive the effect of the portion of the working current controlled by the resistance device.

13. In combination, a compound dynamo, an electric circuit, a spark-coil and sparking terminals connected in the circuit, an electro magnet having two coils, one receiving a primary exciting-current from the dynamo and the other being wound to harmonize the exciting efl'ect of the current in the former coil, and connected'in series with the spark-coil and terminals for the purpose described.

14. Incombinationwithacompound-wound dynamo, a variable-resistance conductor in which the resistance varies inversely with the pressure exerted upon it, said conductor being connected in series with the series winding, the dynamo, and aworking circuit connected to the dynamo and conductor and ineluding make-and-break contact-termi nals, the current of said circuit flowing through the armature of the dynamo and its series lield and also through the resistanceconductor, and electric means excited by the d ynamo-current and operating to vary the resistance.

15. The combination with the make-andbreak contact-terminals of a vapor-engine, of a compound-wound dynamo and its external working circuit in which said terminals are connected, and means connected in the working circuit and brought into action by its current to control said current under varying speeds of the dynamo.

16. The combination with the make-andbreak contact-terminals of a gas-engine, of a dynamo and its working circuit in which said terminals are connected, and electrically-operated means connected in said circuit for varying the resistance therein.

17. The combination with the make-andbreak contact-terminals of a gas-engine, of a dynamo and its working circuit in which the terminals are connected, contacting conductors in said circuit, and means influenced by the current in said circuit and operatively connected to vary the pressure of contact between said conductors.

18. The combination with the make-andbreak contact-terminals of a gas-engine, of a compound-wound dynamo and its working circuit in which the terminals are connected, contacting conductors in circuit with both windings of the dynamo, and means operated by the currentin the working circuit to vary the pressure of contact of said conductors with each other.

19. The combination with the sparking terminals of a gas-engine, of a compound-wound dynamo and its working circuit in which the IIO IO press said conductors together, and electromagnetic means in said circuit operating to lessen the pressure of the conductors one against the other as the current strength of the dynamo increases.

In Witness whereof I have hereunto set my 15 hand this 2d day of July, 1902.

ALBERT E. DOMAN. W'itness es:

A. E. BROWN, FRED O. CARPENTER. 

